Industrial truck



Jan. 13, 1953 E. w. WEAVER INDUSTRIAL TRUCK 6 Sheets-Sheet 1 Filed May 28, 1947 IIIIIIIII INVENTOR. ELVA'IPTO/V W M [AL [E Jan. 13, 1953 E. w. WEAVER 2,625,285

INDUSTRIAL TRUCK Filed May 28. 1947 6 Sheets-Sheet 2 IN V EN TOR.

A TOP/V5 Y5 Jan. 13, 1953 E. w. WEAVER INDUSTRIAL TRUCK 6 Sheets-Sheet 3 Filed May 28, 1947 E Aw M m 5 E W E mw W. X 4 Y B 9 m Jan. 13, 1953 E. w. WEAVER 2,625,285

INDUSTRIAL TRUCK Filed May 28. 194? 6 Sheets-Sheet 4 JNVENTOR. N 4 VERTON W WA we 0 BY Tm? Jan. 13, 1953 E. w. WEAVER INDUSTRIkL TRUCK 6 Sheets-Sheet 5 Filed May 28, 1947 INVENTOR. 51 V57? ro/v w WEA v5 BY 1/ 12% TM A TTOPNEYS VIIIIIIIIIIIIIIIIIIIIIIII LNN Jan. 13, 1953 E. w. WEAVER 2,625,285

INDUSTRIAL TRUCK Filed May 28, 194'; s Sheets-Sheet e n GEES 3 Patented Jan. 13, 1953 UNITED STATES PATENT OFFICE INDUSTRIAL TRUCK Elverton W. Weaver, Cleveland Heights, Ohio, as-

signor to Towmotor Corporation, Cleveland,v Ohio, a corporation of Ohio ApplicationMay 28, 1947, Serial No. 750,914

10 Claims. 1

This invention relates broadly to industrial trucks, and more particularly toimprovernents in vehicles'of the type that are constructed for the transportation and elevation of material in and about industrial plants, loading docks and similar environs.

The primary object of this invention is to provide-a chassis and body construction which are designed to facilitate maximum ease of operation of the truck, access to the driving compartment with minimum effort on the part ofthe driver, and greater visibility than afforded in vehicles of a similar character. The organization of the driving elements in the improved vehicle is further designed to afford ready access to the engine and other working parts of the machine, to accommodate a construction which is; relatively small and compact, to enlarge the utility of the vehicle and facilitate optimum maneuverability thereof.

Industrial trucks that are powered by internal combustion enginesmay be classified in two types: (at) those in which the driver is compelled to opcrate the vehicle in a standing position on a platform rearward the enginean-d rear Wheels of the truck; and (12) those in which a seat is provided over or between the front and rear wheels of the vehicle. The trucks of the first classlwherein a rear platform is provided) are necessarily oprated from a standing position, which fatigues the operator and presents certain hazards: of control. during the translation of the truck. The platform-s of such trucks :place the'operato1'.,an appreciable distance from the mast, and the englne and radiator structure'obscure the view immediately forward the front wheels of the truck. All of'this contributes to the discomfort of'the operator and adds to the difficulty of control;

The other class of trucks (wherein the operator is provided with a seat intermediate the front and rear wheels) offers a partial solution to the deficiencies of the rear platform type, but all of such trucks heretofore constructed are subject to the objection that the operator's platform is elevated a substantial distance above the floor and is encumbered .by various control members. These factors weigh heavily against the strength and endurance of the operator since the very nature of the Work demands frequent departure from the machine and repeated remounting thereof. In summation, those trucks which have been formed with a low, easily gained operating platform have been of the rear stand-drive type, while those that are formed for operation with the driver in a seated position have been diffi- 2, cult ofaccess' andencumbered'with floor board control mechanisms that impede the accessto the driver's seat.

In the present invention the vehicle is constructed with a low-level, readily accessible driving platform-an arrangement of transmission and steering controls which will accommodate operation of the vehicle by the driver in either a standing or seated position. An organization of driving elements which will afford the operator maximum comfort andvisibility, a'chassis design which is compact and accessible and a body structure which will permit the operator to per form a days work with greater accuracy and dispatch and with less fatigue than possible with the machines heretofore constructed.

Briefly, these improvements are attained by placing the engine on one side of the medial axis of the vehicle and mounting the clutch and transmission gearing in forward relation thereto. Then, carrying the transmission drive vertically downwardly to the front driven axles, this construction accommodates the support of the transmission shifting controls in the forward portion of the vehicle, and in contiguous relation to the other control units in operators driving compartment. The engine and transmission assembly is enclosed in a sheet metal housing which constitutes the sidewallpanels of the vehicle body. The inner panel is disposed in the plane of the longitudinal'aidsnf 'the'truck and definesthe Side wall of the drivers compartment. Since the-pro peller shaft is disposedwell above the vehicle axles, the'steering gear housing and drag link assembly may be'conveniently mounted between engine and transmission and within the confines of the engine enclosure. With the chassis thus formed, the opposed side of the vehicle may be provided with a drop floor or low-level platform and the body may be designed with a side entry driver's compartment of adequate size to facilitate freedom of movement of'the machine operator.

The tilting mechanism for the mast as contemplated herein is also designed to accommodate ready access to the low-level open platform. Heretofore it has been the practice to provide tilting arms and actuating linkage for the mast on each side of the vehicle. Obviously, such structure would preclude free entry to the driving compartment; hence, in the present design, a single hydraulic tilt cylinder assembly is mounted in the plane of the longitudinal axes of the vehicle, and in aligned relation with the vertical lift cylinder in the mast. Thus, it will be seen that the improved combination of the vehicle driving elements, the chassis arrangement and the body design all cooperate to produce a vehicle that is exceptionally easy to operate, and all contribute to a design that will reduce the physical demand upon the operator.

The manner in which these elements cooperate to produce this new and useful result will be brought out in connection with the description of the drawings in which:

Fig. 1 is a perspective view from the drivers side of the truck with portions of the body broken away to show the tilt cylinder connections with greater clarity;

Fig. 2 is a. side elevation of the truck, with the sheet metal housing removed and with certain parts broken away, and shown in section;

Fig. 3 is a plan view of the truck with the major portion of the frame structure and sheet metal housings removed in order to illustrate the relation of the driving elements to the chassis;

Fig. 4 is a vertical sectional view through the front wheel drive assembly;

Fig. 5 is a view in perspective of the basic frame structure, including a perspective schematic view of the drive axle carrier preliminary to the assembly thereof with the frame;

Fig. 6 is a side elevational view of the trans mission;

Fig. 7 is a section through the transmission taken on the line 7-4 in Fig. 6;

Fig. 8 is a section taken on line 8-8 of Fig. 6, illustrating the countershaft and reverse drive gearing;

Fig. 9 is a plan view of the transmission with a. portion of the gear case broken away in order to illustrate driving connections from the propeller shaft;

Fig. 10 is an elevational view, partially in section through the hoist cylinder;

Fig. 11 is a transverse section therethrough taken on line H-H of Fig. 10;

Fig. 12 is an enlarged sectional view of the crosshead and the connection therefor with the hoist cylinder;

Fig. 13 is an elevational view partially in section through the mast tilting cylinder; Fig. 14 is a vertical sectional view of a fragmentary portion of the rear axle and spring assembly;

Fig. 15 is a schematic diagram of the hydraulic circuit;

Fig. 16 is an elevational view partially in section of a fragmentary portion of the mast assem bly shown in an extended position; and

Fig. 17 is a similar side view thereof includin a portion of the carriage.

General arrangement of chassis parts- The frame of the vehicle as indicated generally at C supports a mast M which, in turn, supports a carriage and fork assembly F. The vehicle is driven by the wheels Ill and is steered by the rear wheels H. The floor boards or drivers platform [2 is approximately the height of the center of the driving wheel H, which in practice is seldom more than nine inches from the ground. The portion of the body rearward the platform I2 is provided with a seat i 3 disposed to accommodate a semi-standing position of the driver. As will be seen in Fig. 1, the engine and driving mechanism associated therewith are encased by a hood M which includes an instrument panel l5 for the reception of the gauges. The panel is further provided with a hand hole and sliding 4 cover plate therefor, to accommodate access to the engine chamber. The steering wheel I8 is disposed above the hood M which is apertured to receive the steering column Hie. A cowling l! is provided to protect the fuel and oil tanks which are disposed in spaced relation with each other to accommodate the centralization of the gear shift levers l8 and i9 and control linkage lSa and I9a. therefor. The hydraulic system is controlled by a, pair of levers 29 and 2| which are mounted rearwardly of the oil tank 0 and provided to operate a master valve V for the control of the respective elements in the system. The mast tilt ing cylinder 22 is mounted in the plane of the longitudinal axis of the vehicle, the rear end thereof being supported by a bar I3! which is pivoted to a bracket 23 attached to the frame 14. The outer end of the piston rod is mounted for pivotal movement on ears 25 fixed upon the left cylinder 24.

- The engine E is mounted on the frame 0 within a recess in a side portion 98 thereof (Fig. 5). The power drive is transmitted from the engine to the front vwheels of the-vehicle through the propeller shaft, clutch 30, universal joints 3!, and the gear train in the transmission case. Since the engine maybe of any conventional form, a detailed description thereof is deemed unnecessary herein, save that the cooling system, including the radiator 26, and fan are mounted on the frame inthe rearward portion of the body. A power take-off from the engine operates a hydraulic pump P which supplies fluid under pres.- sure to the cylinders in the hydraulic system.

Front wheel drive assembly The driving axle is supported by a carrierA which is bolted to an end plate 34in the for- Ward end of the frame. The axle carrier is formed with a companion plate 35 drilled for assembly in face toface relation with the plate 36.

As will be seen in Fig. 2, the transmission T is secured to the forward face of the plate 35 of the axle carrier A by screws 36. The sides of the carrier A are formed with a pair of forwardly disposed flanges 38 which are bored for the reception of a hinge shaft 39 for the support of the mast. The base of the mast is provided with brackets. 46, which are formed with hooked ends thereon adapted for pivotal engagement with the shaft 39. The free ends of the bracket. straps 40 are provided with cross bolts to restrain vertical movement of the mast. The flanges '38 of the carrier A are further machined to support the front dead axle shaft ll-for the wheels Ill, which, as will be seen in Fig. 4, are supported upon anti-friction. bearings 32. In the interest of clarity, live axles t5 and flea are shown in Fig.5 as mounted in the axle carrier A; in practice, of course, the axle shafts are included in the transmission assembly Which is mounted on the carrier. In Fig. 5, the bevel gears as represent schematically the driving gears of a differential unit, the idling pinicns and driving gears being omitted, since such parts are shown in detail in Fig. 7. As will be seen in Fig. 4, the axle shaft is formed with a spur gear 48 on the end thereof, which is intermeshed with an internal ring gear 50 mounted in the driving wheel 10. A cup 51 is welded to the flange 33 to reinforce the structure and provide a seat for the anti-friction bearing 52.

Steering and. controls The steering gear casing is mounted on the frame C in contiguous relation to the engine and assumes subgiacentthemedial axis of the crankshaft. The steering arm 66a, which is operatively connected to the worm in the steering gear case; is pivotally connected to the forward end of a drag link 65. As will be seen in Figs. 2 and 3. the location of the gear casing 66 and the steering arm 66a affords a construction of a platform for the driver which is clear and free from encumberances.

The rear wheels, which constitute the steering wheels, are mounted'on stub shafts supported on the dead axle 60 in the manner customary in automotive practice. The steering knuckles 6| are integral with the stub shaft assemblies and are connected by a tie rod 62. An arm 64 which is integral with the left steering knuckle con-'- nects the drag link 65 and stub'axles in the usual manner. I

A clutch pedal 10 is mounted on a cross shaft II. which-in turn supports an arm I2 having a link I3 connected thereto which is interlinked with a second arm I4, coupled with a clutch actuating mechanism of conventional design.

The rear axle is mounted upon a single centrally disposed leaf spring 61 which is pivoted to the frame at the rear thereof upon a pin 88. The forward end of the main leaf of the spring is slidably mounted'between a pair of spaced pins 69 and 69a which function as a shackle for the forward portion of the spring. The provision of a single centrally located spring facilitates maximum turning movement of the steering wheels, thereby increasing the maneuverability of the vehicle. As will be seen in Fig. 14, a coun terweight W is bolted to the frame C superjacent the spring 61.

The brake pedal 8i] may be provided with ratchet teeth 80a to facilitate the retention of the pedal in its actuated position when desired. The pedal is'mounted for free rotative movement on a cross shaft 82 (Fig. 3) and is adjustably connected to lever 8! which is clamped upon the cross shaft 82. A cam 85 adjacent the supporting bracket 32a (Fig. 6) is mounted on the inner end of the shaft 82. When the cam is revolved consequent the actuation of the clutch pedal, it draws the inner ends of a pair of pivotally mounted fingers 86 toward each other, and thus draws brake shoe segments 81, with which the fingers are engaged into impinged relation with the brake drum 89. The drum 89 is mounted on an intermediate cross shaft 90 in the transmission (Figs. 3 and '7) Transmission construction The transmission T'embodies the usual houslng which is secured through bolts 33 to the front axle earrier A.

As seen in Fig. 9, a forward coupling'portion 3Ia forms a part of a universal joint which is connected to a longitudinally disposed bevel pinion shaft I mounted in suitable hearings in the transmission housing. A driving bevel pinion I III is mounted on a shaft IiiIl which is seated in a sleeve adapted for adjustment compensative of wear. A second bevel gear I02 drives the high-speed countershaft I03, which is mounted in anti-friction bearings in the customary manner. The forward and reverse gear'IM is formed with right and left gears of different size which are separated by a groove adapted to receive shifter fork I05. The gear unit IE4 is splined tothe shaft I03, and the shifter fork I effects the sliding movement thereof upon actuation of a rod I06 linked to an arm I0!- operated by'the ell) control rod I800. The control rods Ida and I911 are pivoted in a bracket I09 mounted on the transmission housing.

Referring to Fig. 7, a fixed countershaft III] is mounted in the housing and carries an idler gear II I. The idler gear III is also formed with right and left gear elements, the right gear being arranged for engagement with the right hand gear of the gear unit Iil l, the left gear being arranged for engagement only with the left hand gear of a high and low shifter gear II3 which is splined to a jack shaft 90. A shifter fork II 4, mounted on a bar H5 and coupled with a lever H6, is actuated by the control rod IBa. The left hand portion of gear I I3 in Fig. 7 is in constant mesh with a wide spur gear I20 of the differential. The-drive gears on the axle shafts 45 and 45a are illustrated in Fig. 7, the shaft 45, however, being omitted in this drawing in the interest of clarity.

A reverse idler gear I20 having right and-left hand gear elements'is mounted on countershaft I2I. As shown in Fig. 8, the right hand gear of the unit I20 is in constant mesh with the right hand gear of the idler gear II I, but the left hand gear of reverse idler I20 is arranged to mesh only with the left hand gear of the forward and reverse gear I04.

In operation, two forward speeds, as well as two reverse speeds, are available. the control rod I3 regulating a forward and reverse operation, and the control rod I9'regu1ating the gears for high and low speeds. In Fig. 7 the gears are shown positioned for forward operation at high vehicular speed. The right hand gear ofthe for ward reverse gear unit IE4 is interr'neshed with the right hand gear of idler I II on the countershaft, thus the forward-reverse gear unit I04 will drive the idler gear III directly. The high and low gear I I3 is shown in Fig. 7 as positioned to the right with the left hand portion thereof entrained with the spider gear I20 of the-dif ferential, and the right hand gear intermeshed with the right hand gear of the idler III. The left hand gear of the gear unit I I3 is formed with a greater number of teeth than the right hand gears of the gear units we and I I I; hence, when the gear unit H3 is' shifted to the left (Fig. 7) with its left hand gear entrained with thesmallerleft hand gear of idler III and the spider gear I25], the Vehicle will be driven at a slower speed.

In shifting into reverse, the left hand gear of the gear unit I04 (which normally runs free); is

engaged with the lefthandgear of the reverse idler I26. Since the right hand gear of the reverse idler I26 is in constant mesh with the right hand gear of the idler I I I, the direction of the rotation of the gear III and the other gears entrained therewith will be reversed.

Since the countershafts are parallel to the driv ing wheels, the driving connection from the engine may beplaced on one side of the transmission housing, and the power take-off may be directed toward the 'centerline of the vehicle and downwardly to the'wheels. This accomodates the support of the'engine remote from the cen terline of the vehicle and the disposition of the propeller shaft at a height which will clear the steering gear casing and the linkage associated therewith. I

H ydmuiic system The hydraulic system includes five basic eleinents illustrated diagrammatically in Fig. 15. These elements comprise an Oil Reservoir, a

' Control Valve Pump P (driven by the engine),

7 a; Tilting Cylinder, and a Hoist or Lifting Cylinder, together with the hydraulic lines therefor. Since the arrangement of the valves and hydraulic lines for the system forms no part of the present invention, a detailed description thereof is deemed unnecessary herein. As indicated on the diagram, the pump is formed with an inlet line leading from the Oil Reservoir, and a pressure dis- .charge line leading to the control valve V. The controlvalve is equippedwith a lift control lever and a tilt control arm. When the lift control lever isadjusted to effect the elevation of the carriage, fluid under pressure is directed to the lift cylinder to raise the piston I35. When the lift valve is adjusted to lower the carriage, the line from the lift cylinder is brought into communication with the reservoir, and the weight of the carriage and mast causes the piston in the lift cylinder to return to its lowered position.

The cylinder 22 for tilting the mast is pivoted to the frame bracket 23 by means of a bar I3I fixed to the inner end of the cylinder body. A piston rod I32 is pivoted in ears 25 which are affixed to the lift cylinder. When the tilt control lever is adjusted for forward tilting movement, fluid under pressure is admitted to the cylinder below the piston head and the valve is regulated to open the line in the opposed end of the cylinder. Reverse connections are made when the tilt cylinder is set for rearward tilt.

Details of construction of the lift cylinder are illustrated in Figs. 10-12. The cylinder 2% is formed with a cap I33 on the base thereof, which is provided with a boss I34 constituting a dowel for centralizing the cylinder in the carriage assembly. A tubular piston I35 is mounted in the cylinder, the lower end thereof being closed by cap member I36. The upper portion of the piston I35 slides within a fluid seal, which is retained by a ring I31 affixed upon the upper portion of the cylinder. The cylinder is sealed by packing rings I38, which are compressively engaged with the piston by a sleeve I39. The sleeve is threaded in the ring I31, and the outer end thereof is preferably formed for the support of a wiper ring I40. A bleed screw MI is provided in the upper end of the cylinder to facilitate initial filling thereof. The upper cap I42 for the piston is welded or otherwise aiiixed to the piston and is attached to a crosshead member I43 by cap screws I44. The cap is formed with an aperture I43 thereon to receive a pull-down bolt I45 which assures the full return move ment of the lift assembly.

The crosshead is formed with joumal bearings I on the outer end portions thereof for the reception of chain guides I5I which are retained against longitudinal movement in any conventional manner The chain guides are formed with circumferential flanges I52 designed to engage the side links of roller chains I92 and effect the alignment thereof relative to the crosshead.

The cars 25 may be welded directly to the lift cylinder 24, since the packing gland or seal is disposed in the upper end of the cylinder. Hence, any distortion of the cylinder 24 in the zone of the welded connection will not effect the operation of the piston. A ring I41 is mounted on the-piston adjacent its lower end to delimit the vertical movement thereof within the cylinder. The guide ring may be formed with liberal clearance with the walls of the cylinder, since a slight lateral movement of the piston will not impair the operation thereof.

A fitting I48 is provided on the lift cylinder for the support of the conduit or feed line, illustrated diagrammatically in Fig. 15.

The piston rod I32 in the tilting cylinder 22 is provided with an apertured cap I60 to accommodate a pivotal connection between the piston rod and the ears 25 on the lift cylinder. The bar I3I on the rear of the cylinder is provided with a yoke ISI for connection with the bracket 23 on the frame C. The outer end of the cylinder is provided with a packing gland I63 to prevent leakage of the fluid about the piston rod.

Mast and carriage structure As illustrated in Fig. 3, the mast assembly M includes a pair of outer channel members I10, which are laterally spaced by suitable cross members and the lower bracket 40, which is mounted for pivotal movement about the mast supporting bar 38. The upper ends of the channels I10 are supported in spaced relation by a cross member I1! and a second cross member I12 mounted in subjacent relation thereto serves to further brace the structure and also form an anchorage for the lift chains I92. A pair of inner channels I89 are nested for sliding movement within the channels I15, the upper ends thereof being united by a tie plate I8I.

The carriage assembly F embodies a material handling fork I88 which is mounted on a frame or slide adapted for vertical translation on the mast. The frame is provided with rollers I90 supported for engagement with the inner walls of the channels I85.

The carriage assembly is elevated by a pair of roller chains I92, anchored at one end in brackets I93 secured to the cross member I12 which is secured in turn to the outer channel members Ill]. The chains are trained over the guide rollers I5I, the lower end thereof being anchored in brackets I95 mounted on the frame of the carriage assembly F (Figs. 2 and 17).

When the parts are in their lowered position, as shown in Fig. 2, the admission of fluid under pressure to the cylinder will effect the distention of the piston I35 and the consequent elevation of the crosshead I43 and chain guides I5I. The initial movement of the piston will cause the elevation of the carriage assembly F in the inner channel, such movement being greater than that of the piston due to the advantage afforded through the chain and roller combination. This action will continue until the crosshead I43 is brought into engagement with abutments I83, depending from the inner channel cross member I8I. Further distention of the piston will lift the inner channel and thus extend the range of movement of the carriage assembly F. Since the motion of the inner channel is but half that of the carriage, there is no possibility of escapement of the carriage rollers from the channel.

When it is desired to lower the carriage, the hydraulic valve is adjusted to arrest the circulation of the pressure fluid, and the weight of the carriage assembly and parts associated therewith will cause the descent of the piston and the expulsion of the fluid from the cylinder. The retraction of the channels I 85 is assured by a pull-down rod I55 which is suspended from the member I8! and provided with a nut adapted for engagement with the crosshead 523 during the descent thereof.

Although the foregoing description is necessarily of a detailed character, in order that the invention may be completely set forth, it is to be understood that the specific terminology is not-intended to be restrictive or confining, and

that various rearrangements of parts and modifications of detail may be resorted to Without tially to its longitudinal centerline, forward driv ing and rearward dirigible wheels mounted on said frame, a drive assembly comprising an internal combustion engine, a clutch,*a drive shaft, a transmission mechanism and controls therefor, all disposed on the other side of said centerline, a steering mechanism disposed on the first named side of the centerline, and a power-operated lift mast supported on the forward end portion of the truck-said platform being below the axis of said drive shaft.

2. An industrial truck comprising a frame including forward and rearward wheel mounting structures and a low-level intermediate platform extending from one side of the frame to its longitudinal centerline, forward driving and rearward dirigible wheels mounted on said frame, a drive assembly comprising internal combustion engine, a clutch, a drive shaft; 2; transmission and controls therefor, disposed on the other side of and cylinder assembly connected to said mast and frame and disposed substantially on said centerline, said platform being below the axis of said drive shaft.

3. An industrial truck comprising in combination, a frame structure, forward driven wheels, dirigible rear wheels, an internal combustion engine mounted superj acent one of said rear wheels, a propeller shaft extending from said engine and disposed on one Side of the centerline of the truck, a transmission driven by the propeller shaft and disposed on the same side of the centerline as the engine, a driving connection between said transmission and said front wheels, said transmission being disposed between said forward wheels, manual control means extending upwardly from said transmission, a low-level operators platform disposed between said front and rear wheels and below the axis of said propeller shaft, said platform extending from one side of the truck to its longitudinal centerline and being disposed rearwardly of said transmission whereby said platform is unobstructed by said transmission control means, and a power-operated lift mast supported forwardly of said front wheels.

4. An industrial truck comprising in combination, a frame, forward driven wheels thereon, brake means for said truck, a dirigible rear wheel, an internal combustion engine mounted superjacent said rear wheel, a clutch and propeller shaft extending from said engine and disposed on one side of the centerline of the truck, a transmission driven by the propeller shaft and disposed on the same side of the centerline as the engine, a driving connection between said transmission and said front wheels, manual control means extending upwardly from said transmission, a "lowlevel operators platform disposed between said front and rear wheels and rearwardly of said transmission whereby said platform is unobstructed by said transmission control means, a

. said front wheels.

power-operated lift mast pivotally supported for wardly of said front wheels, ahydraulic tilt unit connected tosaid mast and frame and disposed substantially on the centerline of the truck, and

clutch and brake pedals disposed on said one side of the truck centerline.

5. An industrial truck comprising a frame, forward driven wheels, dirigiblerear wheels, an in ternal combustion engine mounted adjacent said rear wheels, said engine being disposed with its crankshaft parallel to and laterally spaced from theiongitudinal centerline of the truck, a transmission device driven by the engine disposed in' aligned relation with'the engine and arranged to drive said front wheels, control mechanism for said transmission, a low-level operators platform disposed between said front and rear wheels, said platform being disposed to one side of said engine substantially lower than the upper portions of said front wheels, said transmission being disposed forward of said platform whereby said patform is unobstructed by said transmission and by said transmission control mechanism, and a power-operated lift mast supported forward of 6. An industrial truck comprising in combination, a frame, forward driven wheels, dirigible rear whels, an internal combustion engine mounted on said frame, said engine being disposed with its longitudinal centerline on oneside of the longitudinal centerline of the truck, a transmission disposed on the same side of the centerline of the truck and arranged to drive said front wheels, a drive shaft extending longitudinally from said engine to said transmission, manual control means for said transmission, a low-level operators platform disposed between said front and rear wheels, said platform being unobstructed by said transmission control means, a steering assembly including a gear case disposed between said engine and transmission and on the same side of the centerline of the truck as the engine, said steering case being disposed below said drive shaft, and a power-operated lift mast supported forwardly of said front wheels.

7. An industrial truck comprising in combination, a frame structure, forward driven wheels and drive shaft, dirigible rear wheels, an internal combustion engine mounted longitudinally adjacent said rear wheels, said engine being disposed with its crankshaft on one side of the truck centerline, a transmission disposed on the same side of the centerline as the engine and arranged to drive said front wheel drive shafts, a propeller shaft extending from said engine to said transmission, a bevel pinion thereon entrained with gearing for driving said wheel drive shafts, a lowlevel operators platform disposed between the front and rear wheels and substantially lower than the upper portions of said front wheels, said transmission being disposed forwardly of said platform, whereby said platform is unobstructed by said transmission and a power-operated lift mast supported forwardly of said front wheels.

8. An industrial truck comprising in combination, a frame, forward driven wheels, dirigible rear wheels, an internal combustion engine mounted on said frame, said engine being disposed with its major axis on one side of the centerline of the truck, a clutch associated with said engine, a drive shaft extending forwardly from said clutch, a transmission driven by said drive shaft and disposed on the same side of the centerline of the truck as the engine, driving connections between said transmission and said front wheels manual control mechanism for said transmission, a low-level operator's platform disposed between said front and rear wheels, said transmission being disposed in superjaoent relation with said front axles whereby said platform is unobstructed by said transmission and said control mechanism thereof, and a power-operated lift mast supported forwardly of said front wheels.

9. In an industrial truck, a frame structure including a forward cross-member with a drive wheel axle carrier bolted to the forward face thereof, a dead axle rigidly supported on said carrier, drive wheels mounted on said dead axle, a transmission and differential assembly supported by said forward cross-member and extending forwardly thereof, live axles extending from said transmission and differential assembly and geared to said forward wheels, a prime mover, a drive shaft extending from said prime mover to said transmission and differential assembly, dirigible rear wheels for steering said truck, a cross bar on said carrier forward of said dead axle, and a power-operated lift mast supported by the crossbar on said axle carrier.

10. In an industrial truck, frame structure including a forward cross-member with drive wheel and axle carrier means bolted to the forward face thereof, a dead axle supported on said carrier, forward drive wheels rotatably mounted on said dead axle, a transmission and differential assembly supported by said forward cross-member and extending forwardly thereof, live axles extending from said transmission and differential assembly and geared to drive said forward wheels. a prime mover, a drive shaft extending therefrom to said transmission and differential assembly, said drive shaft and said assembly being disposed on one side of the truck centerline, dirigible rear wheels for said truck, and a power-operated lift mast supported by said axle carrier forward of said dead axle.

ELVERTON W. WEAVER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number v Name Date 1,975,263 Fageol Oct. 2, 1934 2,320,600 Howell June 1, 1943 2,323,817 Lee July 6, 1943 2,362,129 Gfrorer Nov. 7, 1944 2,366,378 Barrett Jan. 2, 1945 2,368,121 Dunham Jan. 30, 1945 2,387,568 Drott et a1. Oct. 23, 1945 2,415,015 Lull Jan. 28, 1947 2,428,223 Johnson Sept. 30, 1947 2,429,302 Abbe Oct. 21, 1947 

